Switch-operating mechanism.



PATENTED SEPT. 29, 1903.- 0. DQHU'N'I.A I SWITCH OPERATING MEGHANISM.

Arrmomrou .rn-nn un. 1a. 190e.

No MODEL.

WITNESSES. 11mm XRMW point in sectioiu Patented September 29, 1903.

inreENT FFME' OLIvER n. HUNT, or COLUMBUS, OHIO.

SWITCH-OPERATING NIECHANISNI.

vSPECIFL'CJJFL'IIQ)N forming part of Letters Patent No.740,279, dated September 29, 1903.`

Application filed January 19, 1903. Serial No. 139,505. (No model.)

.T0 @ZZ whom/iii; may concern;

Be it known that I, OLIVER D. HUNT, a citizen of' the United States of America, residing:

at Columbus, in the county of Franklin and State of Ohio, have invented certain newand useful Improvements in SwitchL Operating Mechanism, of which the following is a specication, reference being had therein to the accompanying drawings.

This invention relates to improvements in mechanism for operating switch-points from a moving car; Vand its object is Vto provide a mechanically-operated device so constructed that the switch-point may be operated in the same manner as the ordinary and well-known switch and the actuating member of which,

whether the switch-point has been previously rthrown by the means carried by the car, by

the car-wheel engaging the same, or by a pinch-bar, will always be in a position to be engaged by will always be in position to throw the switchpoint. t

It is also an object of this invention to provide a yielding connection between the switchpoint and the member which imparts motion thereto, so that if the point is prevented from' moving by any obstruction gettin g in between it and the rail no injury will result; and it is also an object of the invention to provide a device in which every movement is positive,

no springs being -relied upon to actuate thev cylinder being secured to the end of one part parts, and to provide a very cheap and sirnple construction not liable to getout of order or broken, all as hereinafter more fully described, reference being had to the accoml y one end of a coiled spring N, sleeved on the panying drawings, in which- Y Figure 1 is a plan view showing the roadbed, rails, switch-point, and mechanism for operating the point in operative position; Fig. 2, a longitudinal section through the casing for the actuating-wheel and its transmission-gearing; Fig. 3,a verticalsection-through the casing for the crank-disk and connecting-A rod and showing the colppressiouspring cylinder of the con necting-rod and the switchtion on the line a; of Figfz?. Fig. 5 is a side elevation of the operating-foot and its sup-- porting and actuating mechanism carried by 'with the 'wheel E is a the means carriedby the oar and Fig. 4 isa transverse sec-v the car. Fig. 6 is a diagram illustrating the Operation of the device.

A A are the rails of the main track, B B the rails of the switch or branch, and C the switch-point, all constructed and arranged in the usual manner. i

Located at any desirable point, preferably between the rails in the road-bed and at a suitable distance from the switch-point, is a casing or box D, having a removable top D', provided with a groove D2, in the bottom of which groove is an opening through which the teeth or lugs E' of the actuating or star Wheel E project, said wheel being fast upon a shaft F, journaled in bearings in the sides of the casing. Secured on the shaft F to turn bevel-gear G, and in mesh with said-gear is a bevel-gear H of smaller diameter secured upon the end of a. shaft I, which extends outward through a suitable bearing ou the casing to a point opposite the switch-point, where it extends into a second lcasing J and is provided with a crank-disk K, which is secured to its end.

.its opposite end tothe lower end ot a stud M, secured to the bottom of the switch-point C and extending downward into .the casing J through a slot M in the frog of the track. The connecting-rod L is divided or made in two parts connected by a cylinder L2, said of the rod, and the adjacent end of the other part extends into the cylinder and is provided with a head L3, engaged at one side by rod and engaging` the end .ofsaid cylinder at its other end, and at its opposite sidethe head is'engaged by a coiled spring N', interposed between said head and the other end ot the cylinder, so that the rod may be extended or thrown before the car-wheel reaches the point ICO and will remain in that position until moved by the operating device onanother car, by the wheels of a car coming in the opposite direction, or by the use of a pinch-bar. This device consists of a rectangular bar O, movable vertically in a suitable bearing on a bracket P, secured to the truck-frame Q or to any other con venient part of the car, and attached to the lower end of said bar by means of a hinge R isa foot R, said hinge being located at the rear angle of the bar and foot portion, and the foot is normally held in line with the bar by a coiled spring R2, attached at its ends to the forward extensions R3 and R4 on the bar and foot, respectively. The upper end of said bar lO is provided with a head O', and sleeved on the bar between the head and the bracket P is a coiled spring O2, which acts to normally hold the barin its elevated position with the foot raised to pass over the actuating-wheel E without contacting the same. To lower the foot R, a toggle-lever S is provided consisting of two links pivoted together at their adjacent ends and to the bracket P and bar O at their opposite ends, a yoke S2 being secured to the bars at the point where they are secured together, and a rod S is secured to said yoke to straighten out the toggle-lever. The rod S is passed vthrough an ear S3 on the bracket, and a spring S4 is sleeved on said rod between the ear and the yoke to throw the toggle-lever olf its center. Any suitable means may be provided within the vestibule of the car for actuating the rod S and by means of which the motorman as his car approaches the actuatingwheel E may lower the foot R, so that it will enter the groove D2 and as the car moves toward the switch-point will engage the projecting lug E of the wheel E and turn the same. I prefer to make the groove comparatively narrow, so as to lessen the liability of injury to the wheel E from vehicle-wheels, and the top D is made as thick at the center as is necessary to protect the lugs E and is tapered off toward its edges, so that there will be no sharp angles projecting upward from the road-bed to interfere with traffic. The foot is also hinged to the bar O, so that if the groove is obstructed,n the wheel E prevented from turning by reason of the switch-point being obstructed or from other causes, or if said foot should strike any immovable obstruction it will spring back to the position shown in dotted lines and pass over the obstruction without injury to the device.

Referring to Fig. 6, it will be seen that when the foot R engages the lug on wheel E said wheel will be turned in the direction indicated by the arrow, carrying the engaged lug from the position marked ot to position b, and through the medium of the gears G and H and the shaft I said wheel will turn the crank-disk K in the direction also indicated by an arrow, said gears being so proportioned that the wrist-pin which secures the connecting -rod L to the disk `will be moved from the position marked c to the position marked d, which is more than one-half of a revolution of the disk.

The diameter of the circle described by the path of travel of the wrist-pin is considerably greater than the distance between Athe rails A B or the throw of the switch-point, so that when the switch-point is against the rail B the wrist-pin will be at c and not on the deadcenter of the crank. The switch-point may therefore be moved over toward the rail A by the wheel of a car coming toward it on track B or by a pinch-bar, and the crankdisk when the point is so operated will always be turned backward or ina direction opposite to that in which it is turned by the actuating-wheel, and this backward movement of the disk will be only equal to the movement of the point, so that if the point was thrown by a car-wheel or otherwise from rail B over to rail A the wrist-pin' would be moved backward to position c, which backward movement of the crank-disk would turn the actuating-wheel backward, bringing the lug E to position j', when it may be engaged by the operating-foot on a car coming along track A and be again turned to position b, moving the switch-point over to rail B again. The parts are also in such a position when the lug E' is in positionfthat the wheel of a car coming along track A in a direction opposite to that in which the cars' move when operating the actuating-wheel will engage the point and move it over toward rail B, turn the crank-disk, again bringing the wrist-pin to the position c.

When the lug E is in position a, the turning of the wheel by the engagement of the foot R with said lug moves the wrist-pin in the direction indicated by the arrow and tends to move the switch-point toward rail B until the dead-center ofthe crank is reached; but assaid point is against .rail B when the wrist-pinis at c it cannot move farther in that direction, and therefore the spring N will be compressed during the movement of the wrist-pin from c to g. During the movement of the wrist-pin from g to h the switchpoint is moved from rail B into contact with rail A, the spring N and N being stiff enough to hold the head Ls in the center of the cylinder against the resistance of the switchpoint, and during the movement of the pin from h to ol the spring will be compressed, giving the switch-point a heavy thrust to insure its contacting the rail A firmly. As soon as the foot disengages the lug E' at position b the spring N, being under tension, will turn the wrist-pin backward to 7L and the lug E will be turned backward to position z'. The wrist-pin is turned each time not quite to the dead-center-that is, position CZ is above the getting out of time by the crank-disk being thrown past the dead-center, and should any obstruction get in between the switch-point and rail the spring will simply be compressed Y when the actuating-wheel is contacted by the foot, and no injury will result to the parts.

In this construction springs are not relied upon to actuate any of the parts, every movement being positive, and therefore is not liable to get out of order or fail in its operation.

Having thus fully described my invention, what I claim is 1. The combination of a switch-pointhaving a limited throw, a crank having a greater throw than the throw of the switch-point, means adapted to be actuated from a moving car for turning said crank in one direction, and means connecting the crank and switchpoint for transmitting motion from said crank to the switch-point and adapted to yield to allowthecrankto be revolved when the switch` Vpoint has reached the end of its throw.

2. The combination of a switch-point having a limited throw, a crank having a greater throw than that of the switch-point, means adapted to be actuated from the moving car.

for turning said crank, a divided connectingrod pivot-ally secured at its outer ends to the crank and-switch-point, and meansinterposed between the adjacent ends of the connectingrod to form a yielding connection between said ends. 4

3. The combination of a switch-point having a limited throw, a crank having a greater throw than the Vthrow of the switch-point,

means adapted to be actuated from a moving car for turning said crank, a divided connecting-rod pivotally secured at one end to said crank and at its opposite end to the switchpoint, a cylinder secured to one of the two adjacent ends of said connecting-rod, a head on the opposing end of said rod and within said cylinder, and springs within said cylin-` der engaging said head and the ends of the cylinder. i

4. The combination of a switch-point having a limited throw, a crank having a greater throw than the throw of the switch-point, a'

longitudinally-yieldin g connecting-rod pivotally secured at one end to said crank and at its opposite end to the switch-point, a vertically-disposed actuating-wheel having a series of lugs adapted to be engaged by meansy l.carried by a car,and means for transmitting motion from said actuating-wheel to said icrank.

5. vIn `a switch-operating mechanism, the combination of a 'switch-point having a limited throw, a crank having a greater throw than the throw of the switch-point, a longitudinally-yielding connecting-rod connecting said crank and switch-point,`a casing located within the road-bed and providedwith a top having a longitudinal groove, a vertically-disposed actuating-wheel having a seriesof lugs projecting upward through the top of the casing and into the groove, a bevelgear actuated by said wheel, a longitudinal shaft to one end of which the said crank is secured, anda bevel-gear on the opposite end of said shaft in mesh with the aforesaid bevel-gear.

6. In a switch-operating mechanism, the combination with a switch-point, an actuating-wheel journaled in a casing in the roadbed, and means for transmitting motion from said actuating-wheel to the switch-point; of a vertically-movable bar carried by a car, a foot, a hinge connecting said foot to said bar, a spring to normally hold said foot extended in line with the bar, and means for moving said bar longitudinally to lower the foot into engagement with said actuating-wheel.

7. In a switch-operating mechanism, the combination with a switch-point,`an actuating-wheel, journaled in a casing in the roadbed, and means for transmitting motion from said actuating-wheel to the switch-point; ot a bracket carried by the car andprovided with a bearing, a vertically-movable bar in said bearing, a head on said bar, a spring sleeved on the bar between the head and bracket, a foot hinged to the lower end of said bar at the rear side of said bar and toot, forward eXtensions on said bar and foot, a spring secured at its ends to said extensions, a toggle-lever secured at its ends to the bracket and said bar, and a rod pivoted to said toggle-lever to actnate the saine.

8. In a railway-switch-operating mechanism,` the combination with a switch-point having a limited throw; of a casing located within the road-bed adjacent to the switch-point,

a shaft extending longitudinally of the road-- bed and journaled ina bearing on the casing at one end, a crank-disk secured to the end of said shaft within the casing, adivided connecting-rod pivotally secured at one end by a wrist-pinl to said crank-disk, a stud projecting downward from the switch-point to which the connecting-rod is pivotally secured at its opposite end, a cylinder secured to one end of the adjacent ends of the divided connecting-rod, a head on the opposing end' of said rod which extends within said cylinder, coiled springs within said cylinder, each engaging at one end, an end ofthe cylinder and at their opposite ends, opposite sides of the head, a

IOO

casing located in the road-bed at some disthe gear on the transverse shaft, and means tance from the rst-named casing and procarried by the carfor operating the actuatingvided with a top having a longitudinal groove, Wheel.

a transverse shaft mounted in bearings in the In testimony whereof I ax my signature 5 last-named casing, an actuating-Wheel sein presence of two witnesses.

cured to the transverse shaft and having a series of lugs to project into the groove in the OLIVER D' HUNT' top of the casing, a bevel-gear secured to said Witnesses:

transverse shaft, a bevel-gear secured to the OTTO F. BARTHEL,

Io end of the longitudinal shaft and in mesh with LEWIS E. FLANDERS. 

